Joseph m



v UNITED STATES PATENT OFFICE.

JOSEPH M. NORMAND, OF SPRINGFIELD, OHIO, ASSIeNoE OF ONE-HALF To J. k. MovvEE, OF SAME PLAOE.

WIND-ENGINE.

SPECIFICATION forming part of Letters Patent No. 242,681, dated June 7, 1881.

Application med october 25, Isso. (Model.)

To all whom it may concern:

Be it known that I, JOSEPH M. N OEMAND, of the city of Springfield, in the county of Clarke, in the State ot' Ohio, have invented a newanduset'ulImprovementinWind-Engines,

of which the following isa specitlcation.

My invention relates to that class of windengines made wholly of iron, and in which the pitch of the wheel-blades is given by setting their spokes in pairs diagonally opposite to each other. y

In wind-engines having curved blades the difficulty of bringing the wheel entirely out of the wind is increased proportionately with increase of curvature, and to obviate this to some extent the area of wind-surface is lesscned by shortening the blades-Ji. e., cutting oli' their inner ends. The power of the engine is thereby diminished, and While the velocity is not materially lessened, there is but little useful effect.

In my improvement the wheel-blades are formed with a spiral curve 5 and in order to get the greatest. amount of useful effect, and to 2 5 have the least amount of the front or working surface exposed when the wheel is thrown edge to. or out of the wind, the blades are pitched so as to bring their front and rear edges as nearly in the same plane of rotation as possible, sufcient space only being left between them to allow of easy discharge of the wind after all its power has been utilized.

In almost all windmills or wind-engines for pumping Water the crank or eccentric has been used for actuatingV `the pump. In adapting these for the purpose by direct connection (as they have been used) the pump-rod is subjected to lateral movement, and it is liable to break, as it does not Operate exactly in a vertical line. To obviate this I obtain acomplete parallel motion by connecting my main shaft with the pump-rod through intermediate links and a forked lifting-lever, which is pivoted at l its rear end to an adjustable block or saddle 45 on an extended arm of theturn-table at right angles with the axial line of the wheel-shaft. This4 blockis adjustable upon the arm, and the lifting-lever pivoted to it and connected with the main drivin gLshaft and the pump-rod is also adjustable, so as to change the stroke 5o of the pump. The engine is self-regulating. The wheel is set on one side and forward of the main vertical pivot of the bracket, and the guide-vane is pivoted upon the opposite side and in rear of the same. The wheel is entirely supported upon a short spindle, which extends forward of the body'of the bracket, and the pivot-post of the guide-vane, which is located on an arm of the bracket extending rearward of the body of the same, is placed diagonally opposite. This manner of locating the wheel and guide-vane respectively to the front of and in rear of the central longitudinal line of the engine and bracket is found to give better results in governing the engine, as the wheel sweeps through a more extended arc in obeying the governor, and it also makes a more perfect-balanced engine. The governor is a simple coiled spring on a curved rod extending from the bracket, which is compressed by a short lever extending from the guide-vane shaft forward of its pivot-post. The resistance of this spring is increased proportionately to its compression.

Figure l is a face view of the wind-engine, a portion of the Wheel being removed to show the mechanism. Fig. 2 is a side elevation of the same. Fig. 3 is an enlarged view of the bracket or turn-table and engine mechanism. Fig. 4 is a plan view of the same. Fig. 5 shows a longitudinal elevation of a loose sleeve and a cross-section of the same, which is interposed between the hollow spindle of the main bearing and the wheel-hub. Fig. 6 shows enlarged views of portions of the ring (edge and face) or concentric hub to which the spokes supporting the blades are fastened. Fig. 7 is a cross-section through line x, Fig. 4, showing the stem which supports thewheel. V

A is the main bracket or turn-table. It has a front projecting stem, a, caston it and turned oil' to form the wheel-spindle. This is elevated above the main body of the bracket somewhat, as seen in Figs. 1, 2, and 3, so as to raise the crank-shaft C suiiiciently to clear in rotating The crank-shaft passes through a', is cut ot a little beyondits extreme end, and pierced with a hole for a pin, which is inserted through the point of the hub of the inner concentric-wheel C and through the shaft. A loose sleeve, f, (see Figs. 4, 5, and 7,) is interposed between the txed spindle a and the hub. As the wheel-hub wears on the top of this sleeve it can be turned to give a new bearing for the hub, and it prevents the wear of the spindle. The entire weight of the wheel rests upon this part, so that the crank-shaft C is perfectly free and bears no part of it. In this respect my engine differs from others of its class. The bracket A has an extended stem, a", reaching some distance beyond the point where the stern projects (at right angles to it) forsupportingthe wheel. This supports a saddle-block adjustable upon it, to which the lifting-lever is pivoted, and which will be hereinafter more fully described.

a a are the blades of the wheel. These are cut in the form of a tapered segment (in the sheet) with the small end toward the center of the wheel. The outer end is cut round, to give less resistance in 're-entering the wind, as it has been found from practice that a roundended blade is brought back into the wind with greater ease and with less vibratory movement than an angular one. There are two spokes, c', to each blade, and these are set diagonally in the face of an open concentric ring or hub, c, which is itself provided with spokes and a main hub central to the same. In placing the blade in its position in the wheel it is bent spirally, the pitch increasing from the inner toward the outer end. The spokes c' diverge from their base gradually toward the outer end of the blade, on the rear side of which they are rigidly fastened. The blades are supported by stay-rods in the usual manner. They converge to the central disk, l., on the central straining-rod, C". This is inserted in the point of the main hub, and is threaded for tightening the stay-rods. It is independent of the crank-shaft, which extends but little beyond the wheel-spindle a', as seen in Fig. 4.

The guide-vane b is pivoted to a post, 19, on therearlimb, A', of the bracket A. (See Figs. 4 and 3.) A forward extension of the guide-vane shaft d is formed with ahollowhead to inclose the curved rod o, attached to the angle of the bracket, on the right, over which it moves in compressing the spiral S (encircling rod O) in governing and controlling the motion of the wheel. A stop, h, prevents lever dfrom passing beyond the limits of the spring. The elasticity of spring S prevents shock or strain in governing the wheel, and allows it to be set from three to five degrees out of the wind to do effective work, there being less strain and easier discharge in this position during a stron g Wind than 'when set point-blank.

B is the column at the crest of the derrick on which the bracket A is pivoted. e is the pump-rod, which is provided at the top end with a flange, and beneath it a loose collar, g, having journals extending on either side, to

which are pivoted the upper ends of the links e', their lower ends being pivoted to the two arms of the fork n ot' the lifting-lever which straddles the pump-rod. (See t', Figs. 2, 3, and 4.)

The main driving-shaft C is seen on the left of the pump-rod, Figs. 3 and 4, and its crank is pivoted to the lower end ot' a single link, t', the upper end of which is in turn pivoted in a bearing at the top of an angular standard, b', cast in one piece with and forming an upward extension of the lifting-lever i, between its two ends. The rear end of t' is pivoted in the top of the saddle-block D, on the long horizontal arm a of the bracket. Both the arm and lever are provided with holes (W in the lever and 7a in the arm) as means of adjustment for the block D to change the stroke of the pump. Block D is held on the arm by a pin. No check-nuts or screws are used with the exception of rod C", the point of which is threaded, and the end of arm O, which latter has a nut for adjusting spring S.

By reference to Figs. l and 2 it will be seen that the edge curves of the blades a, from the inner end, r, to the verge, are all pitched backward about twenty-five to thirty degrees from right or radial lines, so that when the wheel is thrown edge to the wind the current of the latter strikes nearly all the blades on their rear surfaces,the spiral curve advancing their front edges sufciently for that purpose. This feature adds to the power of the engine to control itself and brings the wheel to a full stop. 1

I claim as my improvement- 1. In a wind -wheel, the spokes c', diagonally set inv the face of the hub c, diverging from thence to their extremities, and spirally curved to adapt them to the variable pitch of the blade a, as hereinbefore set forth.

2. In a wind-engine, the combination of' a bracket having an extended arm parallel with the plane of rotation of the wheel, an adjustable saddle-block secured thereon, and the lifting-lever pivoted to the saddle-block, substantially as and for the purpose setforth.

3. In a wind-engine, the combination, with a bracket havinga longitudinal extended arm provided with means for adjustment of a saddle-block thereon, of an adjustable lifting-lever having its outer end pivoted to said block, and connected with the crank-shaft andpump by intermediate links, substantially as described, for the purpose set forth.

4. In a wind-engine, the combination, with a bracket having the wheel-spindle cast solid thereon, and the crank-shaft extendingthrough the same, of an. adjustable lifting-lever having an elevated standard pivoted at its top end to an intermediate link connected with said crank-shaft, and provided with a fork straddlin g the pump-rod, and connected therewith by a pair of links and a loose collar, substantially as hereinbefore set forth.

5. In a wind-engine, the combination, with IOO IIO

IZO

the Wheel-nnb and the spindle on which it is pivot-post p, and the stop h, as and for the supported, of the intermediate loose adjustabpurpose herein specified. ble sleeve shown and described, for the purpose Setforth 4 Y JOSEPH M. NORMAND. 5 6. ln a wind-engine, the combination, with Attest:

the bracket A, having arm A', of the spring- B. C. CONVERSE,

governor S O," the gide-vane @having arm d, i T. K. MOWER. 

